Draft-gear.



H E. VAN DORN.

DRAFT GEAR.

APILHIATION I'ILED JUNE 18. l9l5.

Patented Mar. 13

1917. 4 S HEfiTS-SMEET 1.

H. EIV'AN BORN.

DRAFT GEAR. l APPLICATION FILED JUNE 18, 1pm.

1.21 8 722. Patented Mar. 13', 1917 v a 4 sntns-snnr z.

Patented Mar. 13, 1917.

4 SHkETS-SNEET 3- N4; J 144 w k w Q i- Q \ias 5 I g v M. I

I5 15 I5 /4 .a/

1.. 45 5 I: -T; Q I

13 2 Z3 Z0 /6 72 EL; 5

vm BORN.

DRAFT GEAR. APFLWATION FILED JUNE lb, [9K5 l'utefitcd Mar. 13, 1911 UNITED STATES 1:. via Dona, or cmcaooirixlinoxs, Assn non :ro VAN 13cm; 1",. f

- a manna W I a comumr, or cmcmo, :nuaors, A conronnmon or ILLINOIS;

To all "wllom'iv may cancer-n:

banner-GEAR Application filed Jun! 18, 1915. ScrialNc. auras.

on which form a part of this specification.

Many types of draft gears have been designed wherein the impact is absorbed solely by springs or solely by frictirm, and other types have been ronstructml to absorb the shock both by means of springs and friction.

I This invention relates to a draft gear of the latter type, that is. one in which the h ck is absorbed by friction, as well as by springs, the friction elements of the device 1 serving also'to prevent the dangerous recoil of the springs. in my invention I provide a means for absorbing a sudden pull or bufling stress upon the drawbar of a car, and the amount of travel of the friction surfaces may be the same for both draft and balling stresses, though preferably the travel V for the latter ordinarily is greaterj In this e p ct the. permissible forward travel of the surfaces, due 'to a draft upon the gear,

. would be such as to prevent the cars puihng apartybut the rear travel may be considerleisons never to be fully utilized except llnder abnormal conditions, as-in the event --0f; collisionycausing interlrmiring of the means on the. bumpers, reve' 5 ing, ofjthe-cnrs. Dra t ltravelfivill not bewinstallqid egularlj on cars, glolgept'thbseequi'iped wi V means." Practical y all ty es of [draft gears ng telescopars with long I \nti-telescoping fare-rigidly secured to the underframing of a car strlicture but in the present inventlon l'propose to emhodya draft gear built into thodrawliar of the car, so thatthe iimpact transmittedto tho'geiir by cars wh ch are situated upon a "curve, IS normal to the ear,

I mounted in the drawbar or rigidly con thus obviating dangerous side thrusts w iich,

in some instances, have proveddisastrous to d-raftriggmgs. i

l-lowever, my invention may be either nected to the; umderframing' oftlie can with a slight uunlificatlon, In each case the pr1n-- ciple of operation and association of the palts belng racticallyidentical.

It is an 0 ject' of this invention .to' cons structa draft ear in which friction ele- PATENT,

Specification of Iietters mm. Patented Mar. 13, 1917.

ments are longitudinallydisposed, so that by movement of one upon'another due toan impact load, they are/forced apart-against the pressure of heavy springs, and the 'friction of saidelements 0 course prevents the dangerous rccoil of shock is passed. a v

It is also an object of this invention'to construct a draft gear consisting of pairs of friction elements opposed to one another and held apart by powerful springs, so that either a pull or impact transmitted to the gear said springs after thowill cause movement of certain of said friction elements to compress-the springs, thus absorbing the load by spri pressure and friction, and obviating'a "shoe to the support upon which the gear is mounted,

It is "also an object'of this invention to construct a draft gear provided with interfitting friction members angled with respect to one. another such that the relative movement therebetween in different directions causesa different amount of separation ofthe elements and a plurality of powerful springs disposed to resist the movement of separation of said friction elements to ab- .sorb an impact transmitted thereto and tending to move the same longitudinally of one another. I

It is also an object of this invention to. construct a draft gear embracing a number, of powerful compression springs" disposed transversely in the gear and acting to oppose movement toward one another of movable friction elements which are permitted only a diagonal movement within the gear.

It is also an. object of this invention to construct a. draft gear comprising a casing with stationary elements removably mounted therein, and with complementary fric tion" elements interfitting therewith and capable of diagonal movement with respect thereto, s rings mounted between .said removable riction' elements to oppose their movement, and a yoke surrounding said movable elements and springs with, wearconstruct a draft and bufi'ing gear wherein movable friction elements have diagonal movement with respect to a fixed friction element and have a transverse frictionally resisted movement with respect to another frictional element which is in turn longitudinally movable with respect to said fixed element.

It is furthermore an. object of this invention to construct a draft gear in which the impact or pull is transmitted to a pair of friction elements capable of diagonal move ment, and with compression springs disposed between said elements to oppose their movement toward one another, and with stationary complementary friction elements co'acting with said movable friction elements to oppose the diagonal movement thereof, thus absorbing a sudden shock and preventing recoil of the springs.

It finally an object of this invention to construct a high capacity draft gear re-- qui'ring only a small space for mounting and operation and consisting of few parts with means provided for sin'iplifying the assembly'and disassembly thereof.

The invention (in a PIQfGII'Etl form) is illustrated in the drawings and hereinafter more fully described.

In thedrawings:

Figure 1 is a side elevation of a drawbar supporting acoupler with the coupler connected on a draft gear mounted in the drawbar and with a portion of the undcrframing of a car shown partly in section and partly in elevation.

Fig. 2 is a top plan view of the draw bar, draft gear and coupler construction illustrated in Fig. 1.

Fig. 3 -'is a transverse section taken on line 3---3 of Fig. 2, with parts in elevation.

Fig. 4- is a fragmentary section taken on line -.r.1 of Fig. 3.

Fig. 5 is a section taken on line 5--5 Fig. 1. with parts omitted.

Fig. 6 is a fragn'ientary section taken on line (3-6 of Fig. 1.

Fig. 7 is a similar view showing the positionof the parts'under butting load.

Fig. 8 is a similar sectional view showing the position of the parts under pulling load.

Fig. 9 is a similar section showing the reiationoi the parts during the assembly op Fig. ,fiwis an end elevation of the drawbar and support therefor taken on line 13-13 of Fig. 10, with parts omitted.

As shown in the drawings:

As illustrated clearly in Fig. 1, a drawbar 1, is pivotally connected to the underframing 2, of a car by means of a pivot bolt 3, and at its forward end said drawbar is enlarged to afford a draft gear casing 4., from which the yoked end 5, of the strap of the draft gear projects. A coupler 6, is pivotally supported in said yoke 5', by means of a transverse pivot bolt 7 engaging through apertures in the yoke and the tail of the couple-r. An are shaped Z-bar guide or track 8, is secured at the forward end of the car structure beneath the platform, and formed on the upper side of said drawbar at the extremity of the draft gear casing 4, is a shoe 1), which engages over said guide or track 8, to support the outer end of the drawbar and yet permit the same to swing about its pivot.

A lip 10, is also formed on the end of the d rawbar beneath said shoe 9, to engage beneath the guide member 8, and prevent the drawbar being lifted upv'ardlv during coupling, which would probably result in the consequent destruction of the pivot bolt 3. Rcmovably, but rigidly mounted within the draft gear casing at, are a pair of similarly constructed friction plates 11, which have a series of abutments thereon, of which the inclined surfaces 12, on one side thereof are longer and at a-less angle with the plates than the opposite shorter and steeper sides 13, of each of said abutments'.

Said fric-' tion plates 11, are mounted vertically within the draft gear casing lying against the inner surface of the respective sidewalls thereof, and with their rear ends abutting a. shoulder 14,. formed on the interior of the casing to prevent their moving. At their forward ends said friction plates are en larged and apertured to receive bolts 15, which extend thercthrough, and through the top and bottom walls of the casing 4, of the drawbar to hold said friction plates rigidly in position.

Slidable friction plates tion are mounted within the casing as shown in Fig. 3. Said slidable friction plates 16, are provided on their outer surfaces with abutments having long and short-angled sides complementarywith the respectivesides 12 and 13, of the abutments on the stationary friction plates 11. so that whenthe.

mechanism of the draft gear is in normal position said movable friction plateslfi, lie closely against the plates 11, with "the respective abutments on each thereof interfitting with one another. evident. therefore, that a forward or rearward diagonal movement is the only possible movement permittedthe movable friction plates 16, provided of course that dur- 16, of channel sec-.

It is clearly tively, is provided with a spiral sprin' i'ng such movement said against and slide upon ar plates 11.

ormed upon tli inner flat surfaces of said slidable friction plates 16, are lugs 17 and 18, of which the lugs 17 ,are apertured for a purpose hereinafter pointed out. I

s 19, are mounted between said respective s idable plates. 16, and each is old in position at its ends by a lugs iir'alinementwith one an'ot plates 16, bear xed or stationer. Large heavy coil springs cogn; wound-about said springs 19, and, also bear at their ends "algalnst the i'nnersurfaces of said respective s ldable friction plates, so that-said springsact to resist the movement of said plates, to ward one another. At the rear end of said ilildabl'e friction plates is mounted a rear 0 ward end of said friction plates is mounted a follower plate 22, and a strap 23, extends over and around and beneathvsaid assembled plates and springs and is integral with the yoke-head 5, rojecting'outwardly at the front end of the draft of said followerplates 21 and'22, respecspring steel wear plate 24, and each of the ends of the respectivir slidable friction plates 16, is enarged and recessed to. receive wearing plates 25, to slide transversely on said wear plates 24. a

I It As-clearly shown in I 1g. 5, the. inter or of the draft gear-casing has formed-therein short partition or guide members 26, extending longitudinally through the casingat the t0p and bottom thereof, adapting said strap 23, to slide therebetween and also atfording guides or stops to hold thestatiorl ary friction plates Q11, in place by contact with th'wuter side surfaces thereof. 01 course, with the device assembled and in normal condition the coiled initially stressed. a certain amount in order to hold the parts rigidly associated under spring pressure with oue'another.

In order to facilitate assembly, tenumrary assembly bolts 27, are provided, as clearly shown in Fig. 9, which. extend through apertures in the stationary friction plates 11, andthrough said apertures inthe slidahle plates 16, and upon being drawn up hold the plates 11, the plates 16, with the springs therebetween, and the strap engaged there around, together with the followers, as a single unit, which may he slipped into the draft gear casing 4. After the elements have been inserted into the casing the as in the walls of'the o senibly bolts 27,are loosened and withdrawn held therein by the air of said,

ower plate 21, and similarly at the ,for-

gear casing. Each spripgs are shoulders 14, against bolts l5, which extend our casin and through; 5 of the p through bolted together with one part, the upper the underframing 2, Sai-dupper part .of the casing a whole'by the reference numeral 29, and thelower. part of the casing by thereference numeral 30, each of said 7 casing sections being provided with register- .ing apertured attaching lugs which extend attaching bolts construction, a series of lugs vided in the side lower casing part, rigi 1y bolted to of the car.

32. In this 33,-are pro-' walls ofsaid upper and. sections respectively, as shown friction platesll, abut the.en-

ates 11, already rnen-' 31, through I in dotted lines in Fig. 11, and stationary abutment friction plates fit over said lugs to prevent movement of ,said friction plates which also hear at their rear ends against shoulders formed in the casing. j

The movable friction plates and coiled springs, as well asthe followers and wearing plates with the stra s engaging time around, are iden al in Form and construc tion with those escribed in the previous construction; However, in place of the yoke ,oithe Erior construction, a yoke 35, interalyit the strap 23, but provided with a vertical pivot bolt 36,

ivotallenpport for ar 37; r is apertiired transversely to receive a bolt 38, therethrough for a coupler 6. the upper surface of the outerend of the 34, are recessed to serves to afford it the rear end of a drawa transverse T;shaped groove adapted to'cn- Secured uponhe outer end of said drawbar 37, i

drawbjar and extending longitudinally theregage over a curved guide member 41', to per} not a swii'iging movement of the drawbar;

about its'pivot 36, and support the same properly alined thcrcwitlrat all times. y

In thi modified construction assembly bolts may or may not be used for the pur- I pose of putting the device. ent upon whether or not the HPIIIW'S are initially stressed, if no assembly lmlts are uscdfthe bearing plates 34, are ,first placcil into the lower section d). and thereafter the lplates 1G, fitted tlicrcwithin with the unstressed springs inserted therebetwiwn. The lower section and parts is then lifted upwardly as a whole to fit and springs into the n v said lower casing 30, is their bolted thereto. In practice, hoivevcr, it will undoubtedly be togetlier, dopendfound desirable to initially stress the springs to secure greater frictional resistance to movement between the parts, thus requiring the use of assembly bolts.

The operation is as follows:

When the impact is delivered to the draft gear by the boiling of cars, either in coupl ng or switching, the yoke of the strap bears against the forward follower plate 22, and acts to thrust the movable friction plates rearwardly. ()wing to thcinterfitting abutments upon the station ary and movable. friction plates. any rearward movement of the friction plates is accompanied by a transverse movemen thereof toward one another, resultin in diagonal movement of each of the riction plates which is of course resisted by the friction between the stationary and movable plates, and due to the transverse component of movement of the plates. the coiled springs are compressed. Another source of great frictional resistance to stresses imposed upon the gear is the friction either at the forward or rear end of the gear, due to bnliing or draft stresses, as the case may be, exerted between the spring wear plate 24, and plates 27 which have a transverse movement with respect to one another, but which move together longitudinally within the stationary casing of the gear. The-greater the stress imposed upon the gear, the greater the frictional resistance between the plates brought into action at one end of the gem.

As already pointed out, the sloping sides 12, of, the stationary friction plate abutments, as well as the corresponding sides of the abutments on the movable friction plates, are the longer. lhis is to permit. more travel of the movable plates to take place for a certain compression of the springs under a buffing stress, while on the other hand. the shorter and steeper sides 13,

of the stationary friction plate abutme'nts and the corresponding sides on said moi-- able plates permit a relatively short length of travel for the same compression of the springs under a. pulling stress. This is desirable, inasmuch as the pulling stress transmitted to the draft gear is generally never as great as a buffing stress, and-consequently a.longer travel and a greater interval of time is desirable. to absorb a bufling stress. Then, too, the' longer travel, as already pointed'out; is essential in instances Where the cars are provided with anti-telescoping meanswhich only come in play under abnormal conditions.

In the construction illustrated in Figs. 8 and 9, where the draft gear is embodied in the head of the drawbar, the rearward movement of the springs and friction plate is limited by -lugs 42, provided on the interior of'the casing to contact the rear follower 21. The forward travel of the parts movement. It is obvious that owing to ithe great surface afforded between the friction elements, and due to the pressure of the springs a large fllCtlOIliLl force mustbe overcome to move the parts within the draft gear, and of course the frictional force acts counter to that of the springs after a shock has passed to absorb the recoil of the springs.

I am aware that various details of construction may be varied through. a wide' range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claim as my invention:

1. A draft gear embracing stationary friction elements, movable friction elements in-. tel-fitting therewith, abutments on said respective stationary and movable friction elements to constrain said movable elements to moye diagonally, resilient means interposed; between said movable elements to resist movement thereof, and wearplates sit-each end of said movable friction elements adapted to absorb stresses and cause equal move ment of said elements.

2. In a device of the class described 9. casing, stationary friction elements mounted therein, movable friction elements mounted adjacent thereto, resilient means'interposed between said movable elements to resist movement thereof toward one another, and

interfitting frictional engaging Surfaces of different lengths on said respective Sm. tionary and movable friction elements to resist relative movement therebetween.

3. In a draft gear of the' class described a casing, stationary friction elements disposed on each side thereof movable friction el ments mounted adjacent said stationary elements and inter-fitting therewith and capable of movement relative thertm; compression springs interposed between" said movable elements adapted to, resist move ment thereof toward one another, follower plates mounted at each end of said movable elements and slidable within said casing, and a strap engaged around said follower elements to 'maintainsa-id movable. friction elements and springs all associated with one another. a

34. In a draft gear stationary friction ele ments, a plurality of inclined 'abutmehts thereon having long and short angled faow,

. ion eldi ents, a; plurality of in- "one" thereon having long and interfitting between said ienmoa id stationary el'e' i 'abntments constraining i re is mimeg'singtheifl'fictinfll b -i stationary [friction lmeaa em r means mounted n elements mounted a w tab fe t. e t 'm ps darted ants adapted to move llower vplate's disposed at each n f:sald n'ilfitblfjfifllctidfi e ements, wearplates between said follower ble friction'elements to main and I a a 'strap engaging around saidfolilowers 6. In aide-vice of'the class described a casng,inovable'fricti0n elementsmonnted thereeapable onlv; of diagonal mov'enientthere prings adapted to, oppose the transverse eoinponent jfof said "diagonal movement of said 1novable elements, wear plates c'ont'a ctiligsaid movableelements to transmit a stress therethrou h n)- movel'each of the some equally, an meanslwithin the casing to limit the trevelof said movable elements.

'7; In ,a device, iz-offthe class described a casing, stationary g friction means mounted therein, movable friction means mounted adjacent thereto, abutments on said respective stationary and movable friction means to cause said movable means to more diag nally of said Stationary means, one side of sai'diubutments' on each of said means at a different angle than the other side, so that the diagonal movement of the. movable means is different in opposite directions, and aim-h anisms acting to oppose the movement of v id movable means and impel the same toa ward said stationary means.

,8. In adeviceof the class described stationary friction plates, abntments thereon,

one side' of each thereof longer and at a different anglethan the opposite side there of,-and movable friction plates inter-fitting with said stationary plates, and capable of a sliding movelnent on said abutments, said abutments due to their unequal sides adapt ed to permit a fess travel of said movable the other dione side of each thereof longerand at "friction elements, I 'interfittingftherewith, abiitments onsaid re- 'epective stationary and movable friction elements tocoxist'rain said movable elements to 'm'o've' diagonally, wear whites in theends of to: slide-on said-stab 1 gsfinterposedbetween I ,ofsaijfinm'able friction elements and exlates endfthe ends of said movable elements,

v ahle..friction elements to resist .inovement thereof.

saldnsprings associated *ith onemnother."

against the wear plates mounted in said elements assisted in resisting such movement difl'er ent angle than the opposite side there of, movable friction plates inter-fitting wig; said stationary plates and capable of a all ing movementon saidabutments, andresil-p t-means between said movable plates; saidj ments-dne to their unequal sides ada t-' permit'a less travel of said move le ns'in one direction thanin the other direc "unenlithe}, same amount of compresonsaidresilient means. p @AJlraift gear embracing stationary movable -fr c't10n' elements vsaid movable friction 'e ements, wear plates bearin ngainstthe wear platesin the ends tending across the space between said movable friction elements, followers reinforcing said secoiid'ment'ioned wear plates, and resilient means interposed between said movmovable friction elements monnted in; the

casing adapted to slide on said stationary means, wear plates in the end of said movable friction elements, wear plates bearing against the wear plates mounted in said movable friction elements and extending across the spare thcrebetween, springs inter pjoscd between said movable elements, the wear plates bearing against wear plates in the ends of the movable friction elements and said movable friction elements 'with their wear plates, together with the springs, adapted to move as a unit, thcspringsrcsisting movement of the movable friction elements assisted in resisting such movement by the wear plates 'at their ends.

12. In a device of the class described a casing, stationary friction means therein, movable friction elements mounted in the casing adapted to slide on said-stationary" mean-s, wear plates. in the end of said movable friction elements, wear platesbearing.

movablc friction elen ients and extending across the space ilicrebetween, springs interposed between said movable elements, the

wear plates bearing against wear plates in the ends of the movable friction elements and said movable friction elements ,with their wear plates, together with the springs, adapted to move as a unit, the springs resisting movement ofthe movable friction by the wear plates at their ends? and follower plates disposed at each-end of said movable friction elements with the respective first and second mentioned wea'r plates disposed therebetween. V

13. In an absorption ear of the class described a plurality of 'riction mechanisms, acting by' relative diagonal move' ent with respect to one another to resist stresses imposed upon the gear, and wear 'lplates disposed at the ends thereof acting 7 relative transverse movement with respect to one another and the gear'to absorb stresses imposed upon the gear.

14. In an absorption gear of the class described stationary-friction means, friction means eoaeting therewith and movable diagonally with respect thereto to resist stresses imposed on said gear, and friction wear plates coacting with one another mov able longitudinally in said gear as a Whole and having relative transverse movement to resist stresses imposed upon the gear.

In testimmiy whereof I have hereunto subscribed my name in the presence of two sub scribing witnesses.

HERBERT E. VAN DORN,

\"V1tnesses CHARLES W. HlLLS, J12, EARL M. HARDINE. 

